Rail anchor



Feb. 22,1927. www

" F. W. COOPER v RAIL ANCHOR Filed Feb. a, M526 H6. 4 v @X L Patented Feb. 22, 1927.,

UNETED ST'if-ES .iylfltll FFICE.

FRANCIS W. GOGPER, OF MONTRAL. QUEEEG, CANADA, ASSIGHGR TO STEAD RAIL ANCHORS INCOREORATED, GF ILlilG'lN, DELAWARE, A CORPORATION 0F Y DELAWARE.

BAEL ANCHOR.

Application filed February 8, 1S2S. Serial Noy 86,915.

This invention relates broadly to improvements in rail anchors, and more particularly to one-piece rail anchors.

he primary object of the inv-ention is to provid-e a one-piece rail anchor which may be manufactured at low cost and very easily and quickly installed on rails without the use of special tools and which will ybe durable and efficient.

A further object is to provide a subst-antially symmetrical or double-ended anchor which will be reversible and will in consequence have at least double the life of a single-ended anchor.

' A still further object is to provide an anchor capable of reversal to relieve certain localized stresses therein, thus giving the metal opportunity to recover from the fatigue effects of a constant stress.

Another object is to provide a rail anchor having veryla-rge bearing surface for abutment against a tie.Y

Still another object is to provide a. onepiece rail ancho-r which will if either slewed or canted from its normal relation to a rail, by pressure against al tie, increase its grip upon the rail.

Additional objects and the advantages of the invention may be ascertained from the following description and the accompanying drawings.

Various forms of one-piece Vrail anchors have been proposed and several are in use. In general, these anchors each comprise` a body hooked at one end to embrace one flange of a. rail base and differently formed at the opposite end to press against the edge of the other base flange. The opposite ends of such anchors being differently formed, neither end will perform the functions of the other end. Usually the hooked ends of such anchors are more severely stressed than the other ends and, if the stress develops into a strain, the anchors lose their grip on the rail and cannot, ordinarily, be retained in service.

According to the present invention, the anchor comprises a. body carrying two substantially similar end portions for engagement respectively with the two flanges of a rail base, the said end portions being so formed that each end is capable of engaging a rail base flange in two entirely different ways. lf either end becomes fatigued and develops strain, the anchor may be reversed, so that the unstrained end performs the functions of the strained end and vice versa. in greater detail, the anchorpreferably comprises a` bar of resilient material Asuch as spring steel, bent at its ends to orin mutually facing substantially similar hooks, each adapted to embrace one flange of a rail asc from above and below and each having a portion designed for abutting relation with the edge and lower surface of a base i'iange. `When the anchor is forcibly applied to a rail base, one end is in embracing relation with one base flange and is much more severely stressed than the other end, which is in abutting relation with the edge and bot-- tom of the other flange. If that end of the anchor which is embracing a. rail base flange shows signs of fatigue, the anchor may be removed and reapplied with the end which formerly abutted the flange now in flange embracing position, and vice versa. The arrangement is such that the stresses in the anchor incident to performance of the two functions are substantially opposite, so that an end strainedin performance of one ,function is subjected to counteracting stress or relieved of all stress in performance of the other function. That end of the anchor in flange abutting position depends below the rail base and forms an abutment to engage a tie.

In the accompanying drawings which illustrate certain embodiments of the invention, but to the details of any or all of which the invention is not confined in the broad aspects thereof, the same being disclosed for illustration and not with limitative intent Fig. l is a plan view of a rail anchor :formed according to the present invention as seen in position on a rail.

Figs. 2, 3 and 4 are side elevations of various modifications of one type of anchor as seen in position on a rail and each being in plan substantially as shown in Figure 1.

Referring to the drawings, 1l and 12 designate the flanges of a` rail base and 13 and 14 the substantially similar end hooks of a rail anchor shown as engaging the flanges 1lV and l2 respectively, and connected by a shank l5 extending beneath the base at right angles to the line of rail lengt-h. As will be seen, the hooks of the t pe of anchor hercin dealt with are mutual y facing and both formed on the same side of the shank, that `type of anchor characterized by disposition of the hooks on opposite sides of the shank being dealt with in a separate application. The tip or point of each hook is formed on its inner and outer surfaces, that is, the surfaces icspectirel.iY nearest to and farthest from the shanl, with preferably flat rail engaging portions or seats lf3 and lli. respectively, the ontcr of which eitcod from the tips of the hooks to outwardly extending shoulders .LS substantially normal to sach seats, at which shoulders the seats terminate. The tip,forniation of the hooks is very conii'cniently producer-l b1; an upsetting operation, for ini-,italico in a bolt heading machine, but may be obtained by other methods. rlhe distance betr-:ecn the throat ofeither hook and the shoulder' 1S of the other hook is not less than the width of the 'ail base for which tbe anchor is designed and is preferablyv slightly greater. The seats 1G and l? of each hook are ne:t`eral.)ly at a definite angle to one another, which angle is substantially twice the angle between the upper' and lower surfaces of the rail base flange for which the anchor is de' signed. flhe .seats ifi and f7 and the shoulders 'l of the two hooks art so related that7 when the anchor in pos tion on a rail, the inner seat 1G of either hook will rest flat on the upper surface of one base flange, while the outer scat ii and shoulder 1S of the otherhook will rest flat against the under side and edge surface, respectively, of the other base flange.

The shank preferabliY bent at the root of each hook in the oppositie, direction to the bend of the hook, the bend being most advantageously located opposite a point in the hook intermediate the tip and throat of the hook, as indicated at 1E). These bends forni on the inner side of the shank what man',V be de vibed as inward projections or projections into the openings of the hooks serving as bearing surfaces, and designated by the numeral E20, the openings of the hooks being therebyr restricted so as to be of less width at the projections or bearing surfaces ill) than at either .n'ionth or throat. This forinatiiin, While iini-ii'erable to provide for a suitablj,r large radius to the bend of the hook, is not essential as to greater opening at the throat ot `the hook than opposite the inojection Elfi, and may be departed from if nineessarir or desirable. It is, however, ewentiai that the projection 20, adapted to i ar on the under side of a rail base flange, should be in auch relation to the inner seat itl of the hook that the hook will enibracc the flange Very tightly, proff-2rably7 so tightly that when the hook is forced into position on the dange .it (the hook) will be slightly sprung open as indi cated by comparison of the dotted and full lilies of the hook 13, Figure 2, the dotted lilies indicating the normal or relaxed form of the hook. It is also essential that the projections El() or equivalent bearing surfaces of the shank arms be so located on the arms that, when the anchor is in position on a rail, the surface 2O engaging the under side of the rail base will hear thereon not appreciably nearer the vertical central plane of the rail than the overlying hook scat 16 engages the Lipper surface of the rail base. rlhercn'iay be an anchor surface engaging the rail bottom between the hook t-ip and the central plane, but in such case the bearing point is the point of contact nearest the fiange edge. rlhe effectiveness of tension in the opened hook to maintain the anchor in position depends upon the distance of the bearing surface 2U outwardly of bearing surface 1G and the effectiveness decreases as the surface Q0 is shifted inwardly1 nearer' to the surface lf3, and vice versa.

rfire shank may take a variety of shapes, which distinguish the modifications of the type of anchor shown in Figures 2, 3 and Ll. The modification shown in Figure 2, in which the shank is outwardly bent, is in some respects preferable to the other modifications, in that it provides at maximum distance below a rail the maximum length of surface to bear against a tie. rJfhe shank is shown with a central curved portion 2l and two substantially straight portions or arms 22 extending between the central curved portion and the bends 19.

The angle between the arms 22 may be increased or decreased as desired, both conditions being indicated by broken lines in Figure 2. Also the length of the central curved portion Qt may be increased as tesired, eren to the point of producing acontinuous curve between the bends 1E), as indicated,` but with opposite curvature, in Figure 4.

Y In Figure 3, the shank, noir designated 15, is substantially straight between the bends 19, while in Figure Ll; the shank, deslbf) ignated lil, is inwardly curved, the cnrvature being shown as continuous between the hooks and locating the bearing surface-i 2t) nearer `the central plane of the rail than in Figures 2 or l). Obviously, in this modification, distinguished bis its inwardiy bent l shank, the curvature may7 be localized in the centre ofthe shank in'odncing a shank sim .ilar to that of Figure il, but of course oppositely bent. The inwardlj,T bent shank modification has the advantage over other modifications of the same type that the tie abutment is concentrated as far as possible from the rail flange embracing end, thus obtaining the maximum sleving effect. Also, in this modification and in the straight shank modification'of Figure 3, the tie abutting portion of the shank crosses the grain of the tie and so develops to the maximum degree the resistance of the tie to anchor embedment, whereas in the modification of Figure 2 the arm 22 farthest below the rail is substantially parallel with the tie grain and may perhaps be more readily embedded in the tie than in the case of' the modification shown in Figure l. On the other hand, the modification of Figure 2 has greater length of tie bearing at the-maximum distance below the rail but to offset this carries the bearing farther under the rail. The straight shank modification of' Figure 3 is obviously a compromise. From all of the foregoing, it will be seen that each modificati-on has its own inherent advantages and that, on general grounds, no one modification is prefer# able and that preference may be rgiven only according` to the service conditions under which the anchor will be required to function and also according to facility of manufacture.

The modification shown in Figure l exhibits among its other differentiating features a subsantial absence of' the clearly defined bend 19 of the other modifications but the bend is nevertheless presentby reason of the continuous bend of the shank which takes thereverse direction to the hook bend and therefore complies with the specification of the bends 19.

The method of applying the anchor to a rail and removing the same from a rail is extremely simple. For application, the anchor is passed under a rail, as tightly as possible in contact with the tie against which it is intended to thrust, with one end hook (for example the hook 13) embracing one base flange of the rail and the other e d hook (in this example the hook 14) underlying the other base flange. As the anchor is advanced under the rail, the Seat 1G at the end of thel hook 13 slides up on the inclined upper surface of the flange 11, so that the'top of the projection 20 is drawn up into engagement with the under surface of the rail ba.e and further advance of the anchor a ross the rail necessitates resort to considerable force to attain to the service position illustrated, such force being usually applied by striking the outer end of the hook 13 with a hammer. In course of this forcibly effected advance of the anchor, the wedge-shaped rail base flange wedges between the tip of the hook (13) and the projection or bearing surface 2O and springs the hook slightly open and perhaps to a greater degree than shown in Figure 2. It will be noted that the seat 13 of the hook 13 engages the base flange nearer the central vertical plane of the rail than the pro jection or bearing surface 20. rlhis causes the anchor to act as a lever, fulcruzned on the rail bottom at the projection or bearing surface 20 and pressing upwardly at its end 14 against the bottom of the rail. With an anchor of proper form, size, cross section and temper, this upward pres-sure of the hook will be very considerable. When the anchor has been sufiiciently advanced, the shoulder 18 of the hook 14 passes the edge of the base flange 12 and, by reason of tension in the anchor, the same swings about its fulcrum point to press the seat 1T of' the hook 14 against the bottom of the rail base. This movement of' the anchor partially relieves the hook 13 which contracts toward its normal shape, shown in dotted lines Figure 2, as far as the position shown infull lines in the same figure. It will be understood that the degree of hook'flexionis perhaps exaggerated in the drawings, for purposes of clear illustration. @bviously the hook 13, and. in fact the whole anchor, is still under considerable tension operating to thrust the seat 17 of the hook 14 upwardly against the bottom of the base flange 12. This upward pressure of the hook 14 holds the same against dropping away from the rail base and permitting the shoulder 13 to discngage the edge of the base flange 12. rlhe shoulder 18, in turn, holds the whole anchor against retreating movement due to the contraction of the hook 13 upon the tapering base flange 11. y

Removal of the anchor is very easily accomplished by striking the hook 1l downwardly and toward the rail, so as to drive the shoulder 18 out of engagement with the edge of the base flange 12 and under the fiange. The anchor may then be easily driven off the rail by striking horizontalli,Y toward the rail on the outer end of the hook 111, the removal being assisted by the contraction of the hook 13 on the tapering base flange 11.

It will readily be seen that the hook 13 will grip the flange 11 very tightly from above and below and also tl at, by reason of i this grip on the tapering flange 11, the anchor will have enough retreating tendency to canse the shoulder 18 of the hook 1li to grip the edge of the flange 12 very tightly. llhus, the anchor grips the rail base ir` two directions, namely, vertically and horizontally. In addition, the upward pressure of the hook 14 produces some frictional grip between the seat 17 and the bottom of th flange 12. The total gripping effort of the anchor is such that considerable force must be exerted to move the same along the rail, the major portion of the gripping effortbeing, however, concentrated in the hook 13. The anchor when properly applied lies transversely of a rail and in a plane at right angles to the bottom of the rail base, and the tendency of t-he gripping effort is to maintain the anchor in this relation to the rail.

lil)

While the major portion ol': rail gripping ettort is exerted at the cud 13 ot the anchor, the maximum depeiulence ot the anchor below the rail .is atthe opposite end lei, which feature is ot great importance in the tunetioning ot the anchor and advantage resides in locating the portion ol uuntimun'i dependence, and resulting bearing against a tie, as far as possible from the 'flange embracing hook, as previously touched upon in discussion ot the diilerent nioditications illustrated. then the anchor is thrust against a tie by reason oit creeping tendency in a rail, the anchor has no bearing or practically no bearing against the tie at the tiange embracing end, especially il" a tie plate intervenes between the rail and tie as is now usually the case. rlhe thrust is theretore nearly all at the opposite end ot the anchor and tends to slew the anchor out of its normal position transversely ot the rail. The thrust also tends to cant lthe. anchor out ot its normal plane. In the case ot slewing, the anchor cannot elongate sulliciently to accommodate itselt to the greater distance angularly across the rail and, therefore, the hook 13 must move im 'ardly on the base flange 11, thus materially increasing its grip and also `the grip ot the shoulder 1S ol' the hook 1-'1 against the edge of the flange l?. The cantiug tendency is transmitted trom the hoch lelto the hoch 13 as a torsion stress in the shank, and serves to tur-ther increase the grip ot the hook 13 on the base lange 11. The

nearer the point of maximum pressure against a tie is brought to the hook 13, the shorter is the leverage through which the pressure acts on the hook and therefore the less the elect produced. It `the point ot pressure against a tie is brought directly under the hook 13, there Will not be any slewing ellect but only canting ellect, and this may not be sullicient to enable the anchor to hold a rail against sliding through the anchor. The Inodilication shown in Figure 4; therefore gives, in its type, the maximum increase oit grip due to slewing While the modification ot Figure 2 Will have a greater bearing against a tie with perhaps increase oit rail grip due to slewing but more increase ot rail grip due to canting. 'lhe bent shank modilications (Figures 2 and el), on the other hand, will tend to elongate under slewing pressure, thus perhaps minimizing the slewing elleet which is transmitted without appreciable diminution through the straight shank modification ot Figure tl. YVhile there may be .slight loss in torce transmission through the bent shanlrs, there is the great advantage ot' resiliency inthe Shanks, which resiliency serves to relieve both end hoolis of stresses which mig it be detrimental, and also serv xs to in maintaininer the gri 3 ot' the anchor.' ajeniinst loosening due to vi ration or other causes.

It is apparent that the foregoing and other considerations must be carefully weighed in determining which modification is leest suited for any given conditions of service and that no one inodilication can be, in a general statement, preferred to others.

It will be observed that when the modilications ot anchor shown in Figures 2, 3 and et are in service, the hooks are subjected to oppositely acting stresses, that is, the hook 1S is resisting an opening pressure While the hooi; 11i is resisting a closing pressure. It, after long use, the metal ot' the flange cmbracing hook (lil) should become latigued and the hook lose its resiliency and grip on the rail base flange, or il the hook should be found either sott or hard due to detective tempering, the anchor may be reversed and the other hoch (1li) placed in the position o'l" the tirst hook (13) and vice Versa. A n anchor thus reversedmay continue to give ei'ricicnt service tor many years and it may even be tound that, by reversal of the stress in the first hook (13), the metal Will in time recuperate and be capable ot turther use in its original relation to a rail.

lliihilo the ioregoing del iption iu'lers nnuiutacture ot anchors of' the various modilieations dise ed by bendingthe same from han; ot metal rectai'igular in cross section, it is to lie understood that the invention is not by any means conliued to this method ot iiiaiiul":i ctiiife or to material ot the cross section shown, but eonten'iplatos use ot metal of other ero`-f-. sections and oniployment of other methods such punching or shearing `trom itat bars or sheets, or even :torging from billets or blanks, or any combination oilI these methods with one another or with other methods. lft is, hovvever, at the present time deemed preferable to employ the bending method since this presents no diiiculties and enables thc anchors to be quickly, easily and inexpensively produced without waste. rlhe bendiiig method has the l'further advantage that the anchors may he made easily oli the thickness necessary to have any desired length ot rail bearing surface, in the direction ot rail length, a'considerablo length of hearing being es, ,nlial to the attainment ot increased [tango grip as a result ot canting tendency. l'l'hile the ai'icliei.' is illustrated as llat, and is preferably lint, it may be otherivii'e tornied it desired. hurtliermore, While the hooks are shown as exactly similar, it will lie ululcistood that this has reference to the relation ot tile bearing sui-tacos lo, li', ld and 2l), or etpiivalents, and that the exact curvature ot the hoolo:l is more or less immaterial and may vary between the tivo lioolts oi? an anchor. Also the number ot seat surlaccs 1T and shoulders 18 per hook may oe increased it desired.

in addition to the advantages already discussed, it maybe pointed out that the double Cgi 'easily and Vat small cost.

hook construction of all modifications is inherently resilient and capable of withstanding vibration without reduction in the tenacity of rail gripping action and without creeping on a rail and is, moreover, capable of contracting` upon a rail to compensate I for any wear which may occur. All modifications of this type of anchor' are manifestly extremely sturdy and are of such design that improper application is literally impossible. In process of ap alication, the flange embracing hook of each anchor is un'avoidably tested and, if soft or otherwise defective or of too large a size for therail, will exhibit'its fault, thus enabling immediate remedy. A, single size of anchor may be made to servev a considerable range of variations in rail base width and rail base thickness by merely varying the opening of the hooks, or by other means, alone or in combination with variation of hool opening. This feature, coupled with the eXtreme simplicity of design and the absence of waste, enables the anchors to be manufactured very The capacity for reversal and the obvious fact that the anchor is not injured by removal from a r il but is capable of re-use combine to render the anchor very economical. Other advantages will be apparentto those skilled inthe manufacture and use of track equipment of this class.

liliany variations of minor detail may be made without departing from the spirit of the invention and all variations, modifications, substitutions and changes, whatsoever, as fall within the scope of the appended claims are to be deemed asV included in the invention. f y Y Having thus described my invention, what I claim is l.k A rail anchor to extend under a rail,including a hook at each end, both of said hooks lying on' the same side of the anchor and each hook being formed toV engage a flange of the rail base' in either of two ways.

2. A rail anchor to extend under a rail, including a hoolr at each end, both of said hooks lying on the same side of the anchor and each hook being formed toV engage a -Flange of the rail base at either of two bearingsurfaces spaced apart on the hook. p

3. A rail anchor, to extend under a rail, including a hook at each end, the tip of each of said hooks being adapted at one time to engage only the upper surface of one fiange of the rail base and at another time to simultaneously engage only the lower surface and cdgesurface of the same flange.

et. A rail anchor, to extend under a rail, including a hook at each end, one of said hooks being'formed at the innersurface ofr its tip endfto engage the upper surface of one fiange of the rail base and the other of said hooks'bemg formed at the outer surface of its tip end to engage the lower surface and edge surface of the other fiange, each ofsaid hooks being additionally formed'to engage a base flange in the manner specified other hook.

anchor, to extend under aV rail, including a hoolr at each end, each of said vhooks being recessed or notched at the outer hooks, one at each end thereof, and in ser-r vice adapted one to press down at its tip on one flange of the rail base and the other to press inwardly at its tip on the edge of the other flange, and simultaneously upwardlyr on the bottom of said other flange.

8. A rail anchor comprising` a body and a hook at each end ofthe body, each hook being formed at the inner surface of its tip end to engage the upper surface of a rail base flange, and being further formed at the outer surface of `its tip end to engage the under surface of a rail base flange. n

9. A rail anchor comprising a body and a hook at each end of the body, each hook being formed at its tip end to engage the upper surface of a rail base fiange, and being further formed at its tip end vto engagev the under and edge surfaces of a rail base flange, and an inward projection within each hook adapted to engage the under surface of a rail base iange.

10. A rail anchor comprising a body and a hook at each end of the body, each'hook being formed at its tip end to engage the upper surface of a rail base flange, andbeing further formed at its tip end to engage Ytheunder and edge surfaces of a rail base flange, and an inward projection within each hook adapted to engage the under surface of a rail base fiange at a location nearer the iiange edge than the location'of engagement by the hook tip. f

ll. A rail anchor comprising a body and a hook at each end of the body, each hook being formed at its tip end to engage with either the upper or the under surface of a rail base fiange, the body of the anchor being` formed at each end, within the hooks, to engage the under surface -of a rail base flange at a location nearer the'iange edge than the location of engagement by the hook tip.

12. 'A rail anchor comprising a body and a hook at each end of the body, each hook being formed at its tip end to engage the for the lll upper surface ot a rail base flange, the body of the anehor being :formed at each end, within the hooks,` to have a Single area oil: engagement with the under eurtaeeol a rail base flange. relatireliT short in the direction of flange Width.

13. A all anehor eoinprieing a bolli7 and a hook at eaeh end ol the btulrj each hook being formed at its tip end to engage the upper surface ol a rail bane flange` the bedr of the anchor being 'formed at each end. within the hooks, to have a single area ol engagement with the under snrt'aee ol" :i rail base flange, relatively abort .in the direotion et flange Width, said area being die posed nearer the flange edge than the loca tion of engagement by the hooi; tip.

14. A rail anchor conujiriaing a body and a hook at each end of the body. each hooi-r being :formed at its tin end to engage the upper surface ol a rail bane flange and heing further formed at its tip end to engage the under and edge Snrlaeee et a rail base flange., the bodyv of the anc-hor being 'formed at each end, Within the hooks.` to engage the under surface of a rail base flange.

15. A rail anchor eomnrieins a bod)T and a hook at each end of. the hod'rm each hoolr being formed at its tip end to engage the upper `surface ol a rail base llangije and he ing further formed at its tip end to engage the under and edge slir'laces ofa rail base flange, the bodyr of the anehor boingl 'termed at eaoh end` within the hooksv` to enga4 under snrfaee of al rail base flange at a loeation nearer the flange edge than the location of engagement by the hook tip.

16. A rail anchor comprising a body7 and a hook at each end of the bedr. each hook being formed at ite tin end to engage the upper surface ol a rail base flange and being further formed at its tip end to @nuage the under and edge Sui-fares el :i rail liaise flange. the body of the anchor being 'formed at each end. within the hoehe to have a. single area ol engagement with the under Surface of a, rail base flange relfriireljtv shortin the direction of flange Width.

17. A rail anchor eolnprieing a bod),Y and a hook at each end oll the boor'. each hook being formed at its tip end to engage the upper surface of a rail base flange and being further formed at ite tip end to engage the under and edge surlruieh` olf a rail bane flange, the body of the anchor being lorined at each end. Within the hoehe, to have a single area of engagement with the under surface of a rail base flange. relatireliT short in the direction ol flange Width, Said area being disposed nearer the 'flange edge than the location of engagement by the hook tin.

18.` A one-piece rail anchor including a hook at one end to embrace one flange of' a rail base and a hook at the otlierend adapted at the outer side of its tip end tothruel` o tl ie miam? upwardly aganfst the other flange of a rail bas-ie.

lll. A one-piece rail anchor includingl a hooi; at each end adapted to embrace one flange el? a rail basin and each further adapted at the outer Surface ol its tip 'for abut ting engagement with the edge and under nurl'ares of one flange of a rail base when the other end ia in enilufacing engagement n L i the other flange.

Ell). A one-piece rail anehor including a pair of anbei antialli1 similar hoehe disposed one at eaeh end o l? the anchor and both on the naine eide oli the anchor and each adapted lo einljirace one flange ol a rail base, the anchor liieine; further adapted at each end on the oute'de of the hooks for abutting eng f nent with the edge Surface of one flange el' a ruil hare when the other end is in ein bracing engagement With the other flange.

A rail anehor including a` shank and Substantially eiinilar hooks at opposite ende thereof. the ahenl; andhoolrs lying' in the salue plane and the shank being bent.

A rail anehor including a shank and snimstantialliv similar hooks. one at each end the-nail'` each adapled at its tip end to eno'aee a rail haee flange in either of two A rail anchor including ay shank and eulratantiallr Similar niutualljiT 'facing' hooks one at each end thereof formed on the naine aide ole the shanl:` the shank and hooks lying in the naine plane and the Shank being benl'.

2l. A rail anchor including a Shank bent at each end to prorde an offsetportion :for engagement with the under Side ol a rail hase and a hook at each end ol, the shank overlying the olleet portion of the shank.

l; A. rail anchor including' a :shank bent at eaeh end to provide an offset portion :for engagement with the under ,aide ot a rail heee and farther bent between said offset portions,` and a hook at each end of the shank overlying the olfael: `portion ol. the Shank.

lf. A rail anehor ineluding a bodiY and hook at each end thereof for engagement `Serorallti with the flanges oit a rail baue. the anchor being formed to locate the hooks; in such relation to a rail that in service om` hook will he subjected to Stress tending to open the saine while the other hook will be. subjected to Strona tending to clone the saine.

QT. A rail anchor including a body and ar hooi: at each end thereof for engagement Sere:allgl with the llangee` el a` rail base, the anchor being lorined to locate the hooks in auch relation to a rail that in service one hooi: will be snbjeeted to stress tendingl to open the naine nhile the other hoolr will be inlbjoeted to Sirene tending to clofe the saine. the hoolrs being eiibstantialliy similar and Carli capable ol enga ging' a rail in either el tiro positions, one ol auch positions entailing closing strofe and the other position entailing opening stress, whereby the anchor' may be reversed in its relation to a rail to thereby reverse the stresses in the hooks.

2S. A rail anchor including a body and a hook at each end thereof adapted for forcible application singly to a rail base flange to grippingly embrace the flangeand to be thereby subjected to stress tending to open such hook, said hooks being further adapted for forcible application singly to abut a rail base flange and to be thereby subjected to stress tending to close such hool, the similariformation of the hooks enabling the anchor to be reversed in its relation tc a rail thereby to reverse the stresses in the hooks.

29. A rail anchor adapted to grippingly embrace a rail base transversely thereof and including hooks at the ends each hook being adapted to grippingly embrace one flange of a rail base While the other hook at its tip end grippingly abuts the other flange of the rail base7 the capacity of the hooks to each function in either of the tvvo relations to a rail rendering the anchor reversible.

30. A rail anchor including` a body and a pair of substantially similar hooks, one at each end of the body and adapted for engagement .severally with the flanges of a rail base, the anchor being formed to dispose the hoolrs in such normal relations to the rail that stresses then imposed tend to `open one hook and to close the other hoolr.

8l. A rail anchor including a body and a pair of substantially similar hooks, one at each end of the body and on the same side thereof, adapted to assume different relations to a rail to Which the anchor is applied.

32. A rail anchor including a shank and a pair of hooks, one at each end thereof, each hook being formed internally and ertterna-ll.7 at its tip for engagement with a rail base flange. Y

33. A rail anchor including a shank and a pair of hooks, one at each end thereof, each hook being formedinternally at its tip and back and externally at its tip for engagement with a rail base flange.

34, ln a rail anchor.. a. body and substantially similar hooks at the ends thereof and on the sameside thereof adapted When in operation one to embrace one flange of a rail bare and the other to be disposed belolv the other flange to thrust against a tie` the force of said thrust beingtransmitted from the lower to the upper hook as simultaneous flexion andtorsion stresses in the body.

A. rail anchor including a shank and a hoolrat each end ofthe shank adapted to contractingly embrace a rail bare the anchor being provided at each end on the tip of the hook with aY shoulderto abuttingly engage the edge surface of a rail base flange opposite the embracedV flange, each hook being formed to bear upon lthe upper and lower surfaces of an embraced flange at locations so differently spaced from the flange edge that the con raetile action of the flange embracing hook upon a flange will urge the anchor to movement such as will engage the shoulder at the opposite end with a flange edge and Will maintain the engagement so established.

36. An anchor comprising body and a pair of hooks, one at each end of the body, each of said hooks being adapted to embracingly engage one flange of a` railbase and at another time toV be disposed tip uppermost entirely below the upper surface of the rail .base in position to thrust against a tie.

3'?. An anchor comprisingiau body and a pair of hooks, one at each end of the body7 each of said hoo-lts being adapted to einbracingly engage one flange of a rail base and at another time to be disposed beneath the rail base in position to thrust against a tie, each of said hooks being formed at the outer surface of its tip to abuttingly engage the edge surface of a flange `When-the hook is is in tie engaging position to hold the other hook in operative ange embracing relation to a rail.

3S. An anchor comprising a. body and a pair of hooks, one at each end thereof formed on the same side of the body, each of said hooks being adapted to embracingly engage one flange of a rail base and at another time to be disposed beneath the rail base in position to thrust aga-inst a tie, each of said hools being provided With means to abuttingly engage the edge surface of a flange when the hook is in tie engaging position to hold the other hook in operative flange embracing relation to a rail, and each of said hooks being formed to bear upon the upper and lower surfaces of a flange em braced by it at locations so dierently spaced from the flange edge that contractile action of the hook upon the flange Will urge the anchor to movement such as Will engage the shoulder at the opposite end with the adjacent flanged edge and Willv maintain the engaeement so established.

39. Acne-piece rail anchor comprising a shank and a pair ofrsubstantially similar hooks located one at each end thereof and each adapted to embrace one flange of a rail' base thereby to dispose the other hook beneath the other flange and to incline the shanlrrelatively to the rail base.

4:0. A one-piece rail anchor comprising a shank and a` pair of substantially similar hooks located one at each end thereof and on the same side of the shank each including a shoulder to engage the edge surface of a rail base flange and each adapted to embrace one flange of a: rail base thereby to dispose the other hook beneath the other flange. and I tolocate the shoulder thereof in engagement with a flange edge.

4:1. A nii] anehoi` adapted to grippingly elnbrnre n. rnil linee transversely thereof and includingr hook?Y at the ends formed on the Sante eide oit the :nichon each hool; beingr adapted to grippingljr embrace one 'llnngge o'l n rnil bese while 'the other hoolt trippingly abuts the other llnne'e ot the rnll linee, the enimeitii et the hoehe to each 'hint-tion in either ot the two relations to n ran. rendering' the nnchor reversible.

42. A rnil nnehor comprising' n bnr oit lnetnl lient tonnrd its ende to :torni n pnir ot Subetnntinllji' einiilnr U-shnped hooks eneh designed to receive :i rnil bese tlnnge between its tip :ind the, ber ndjaeent the hook hond, said hook@l beingr 'disposed both on the some side ot snid han' :ind with their open ends mutually facing.

43. A rail nnehor 'olnprising n bnr ol" metal bent tonf'nrtl its ende lotorin n pnir ot Sijibstnntielly similar U-shnped hooks dieposed both on the nenne side ot seid bnr and with their open ends nuitunlljr facing the har being hent between the hooks in the plane of the hooks.

44. A rail nnehor Comprising; a bnr ot metal bent toward its ende to torni n, pair of substantially Similar U-shnped hooks clisposed both on the seine side o't seid han' and with their open ends inutunllyT facing, seid bnr beingr further formed to provide a shoulder on the outside ot eneh hook.

elfi. A rail nnchor eon'iprisinn a bar ot inetnl including n central portion and end portione both reverself.T bent to ttnfin n pnir of sulostentinlliY similar hooks rlieiiofed both on the sanne side ot the bnr.

4:6. A rail nnehor comprising' n bnr ot Inetnl bent townrd its ends to rnil linneo e1nhrneing tlorln :it eaeh end and conetitnting similar hooks located both on the sinne side of the her.

47. A rnil anchor comprising a har of metal bent toward its: ende to mil lnne'e einhinein;r forni, therebiT constituting' nir-libri.' hooks located hoth on the seine eide oit the bar. Said bar being shouldered on the entende ot eneh bent portion o1 hook, thereby conetituting rail tin-nge nhutn'lcnte.

f-lS. A rail nnehor etnnprieiner n bar ot metal bent toward its ende 'to torni heele; capable ot grippingly. eiuhraeinnr n rail tlnnge and shoulders formed on the onuiiides ot the hooks in such relntion to the hooks that gripping engagement ot a hoole with one :flange ot n rnil bese will Cause gripping; engagement ot the shoulfle` at the oppoi-rite end of the nnehor with the etlige et the other llnnge.

451A rnil nnehor coniprisiinl' en inten mediate portion toextend under n rail bas-fo :intl eiibstnntielly similar hooli portioni: posed nt opposite ende of the inte medie/te portion on the saine sidethereol;` the nn- Chor being designed :it either end to enr brece a rail base [lungo between the hook portion und the intermediate portion.

et). A rnil anchor adepted to grimiinely embrace n rail hnse tlannrersely thereolj including' siniilnr yieldahle ineens at the ends thereol' adapted to engage the rnil hase 'flanges :ind to be thereby subjected to dissnnilnr streeses during operativo relation ot the nnehor and rail.

51. A rail anchor adnpted to n.ippingly einlnnee n :"nil bat-te inehuliinr n hook :it one end adapted to terribly beznupon the upper and lower surfaces ot n bane flange at loci tienev spliced invmrdly troni the edge ol. the tlnngre, and yieldnble inenng at the other end to ebuttingglilv entran-e the edge ol the other tiene flange.

o2. A. rail anello` adapted to grippine'ly eniln'nee n rnil. heee transversely thereof including hooks at the ends, either of which is ndnpted to lorcilil)7 beer upon the upper end lower eurtnoefs ot a linee tlnng'e at locutions spaced inwarilly troni the edge ol? the flange, while the tip of the other hook ie in abutinent with the other :flange oit the rail bese.

:3. A rnil nnehor adeptetl to grippinnly einhreee n reil linee transversely thereot ineludinghoolie at the endsj either of which ifs ndnptecl to forcibly beer on the upper and lower surtaces ot :i hase hinge at locatiene` epneed irnvtn'dlyY troni the edge ot the flange, the einbrneed tienne heine' out of engjngeinent nt nud neer .ite edge with the emlnneing hook, while the tip oit the other hooli is in hose grippingr abutment with the edge ol? the other thing-e.

54. A. rnil anchor adapted to `strippine'ly engage n rail heee transversely thereot ineludine a. body :incl n hook nt eneh end thereof located both on. the seine eide of the body und either adapted to forcibly beer upon the upper and lower suritncee ot n mil heee tlnngge et loentione ppeced inwnrdly frein the edge ofi the tienne While the other hook is in brise gripping abutment with the edge ot the opposite flange. i

55. A rail nnehor ndnpted to erippinnly embrace :L rnil bene tienerereel);Y thereof including :t hool: nt one end adnpted to forelbl)T heer upon the upper end lower Sur- Itnees ot one tienne ot n, :mil bese at loentio-ne epneed inwnrdlty troni the edile thereof nml lo n different extentT whereinT preeeure enn erted through, the hook upon the nnitl tienne tending; to ite dietortioii is npplied to the tlange ntlocations: where itnresietnm'e to dietortion Lie eretitel tlntn et the elle@ and jfieldnblo .menne nt; the other end grippinglj.' nbuttini;l In Wit-ne my hand.

the cdtfe oi the other thingie. i whereof: I have hereunto not FRANCIS lll. COOIllll.

Cil 

